Safety car equipment



Feb. 23, 1937. D. w. LLOYD 2,071,752

SAFETY CAR EQUIPMENT Filed Jan 9, 1956 2 Sheets-Sheet l APPLICATIONRELEASE INVENTOR DAVIE W. LLDYD ATTORNEY Fig.2

Feb. 23, 1937.

D. w. LLOYD v SAFETY CAR EQUIPMENT Filed Jan. 9, 1936 2 Sheets-Sheet 2 6Z m gwwm w u M M. H. m

f w m w amm w INVENTOR DAVID W LLDYD Qfiy fk ATTORNEY Patented Feb. 23,1937 UNITED sr'rs oFricE 18 Claims.

This invention relates to control apparatus for fluid pressure actuatedequipment and particularly to control apparatus for controlling thefluid pressure actuated brakes, door engines and appurtenant devices andsanding equipment 'of motor driven passenger vehicles such as transitcoaches and motor buses, the present application being a division of mycopending application, Serial No. 698,243, filed November 16, 1933, and

assigned to the assignee of this application.

One type of fluid actuated equipment of a motor driven passenger vehiclecomprises fluid pressure brake equipment including a self-lapping brakevalve device for controlling the brake equipment, and safety controlapparatus equipped with an emergency'device for effecting an emergencyapplication of the brakes when the operators foot is removed from apedal, so that in the event of incapacitation of the motorman, such assudden illness or death, the consequent release of pressure on the footpedal will cause what is commonly known as dead mans emergencyapplication of the brakes.

Further equipment includes door engines that 5 are fluid pressureactuated for opening and closing the doors for permitting ingress andegress of passengers, sanding devices whereby sand is discharged uponthe rail from a box on the vehicle, circuit breakers or line switchesfor controlling the sup-ply of electric current to the driving motors ofthe vehicles and fluid actuated circuit breaker opening or knock outdevices for opening said circuit breakers under dead mans emergencyoperating conditions. 5 It is an object of the invention to provide aself-lapping brake valve device with means operated when the operatorbecomes incapacitated for causing said brake valve device to operate toeffect an application of the brakes.

Another object of the invention is to provide a brake valve device andoperating means therefor having the above noted characteristics whereinmeans are provided for enabling removal of the operators foot and handfrom the pedal and lever,

respectively, without effecting dead mans emergency application of thebrakes, but only in the event that a service application of the brakeshas previously been made which is sufficient to bring the car or vehicleto rest.

A further object of the invention is to provide safety control apparatusfor passenger or other vehicles wherein the sanding, door operating andcircuit breaker opening equipment is actuated by fluid supplied from thesame reservoir to which the supply of fluid is out ofi during dead mansemergency brake application operating conditions so that the fluidpressure on the door engines may be balanced upon exhaustion of thereservoir as it blows down to atmosphere through the sand 7 box or knockout device, thus permitting the doors 5 to be opened manually, so that apredetermined quantity of sand only may be discharged from the sand boxunder dead mans emergency operating conditions, and so that the fluidpressure on the circuit breaker opening device is balanced when 10 thereservoir is exhausted in order that the circuit breaker may be returnedmanually to closed position.

A further object of the invention is to provide a safety controlequipment for passenger vehic1es'l5 that is flexible in operation andwherein the operation of the equipment in proper sequence is positivelyinsured under both service and emergency brake application operatingconditions.

These and other objects of the invention that will be made apparentthroughout the further description thereof are attained in the controlapparatus herein described and illustrated in the accompanying drawingswherein:

Fig. 1 is a diagrammatic elevational View, partlyv in section, of thesafety car control equipment embodying features of the invention;

Fig. 2 is an elevational view of the improved brake valve device;

Fig. 3 is a vertical sectional view, partly in 30 elevation, of thebrake valve device, the view corresponding to a section on line 3-3 ofFigure 5 with portions broken away;

Fig. 4 is a vertical sectional View, of the apparatus shown in Fig. 3,taken on the broken line. 35

4-4 of Fig. 3;

Fig. 5 is a vertical sectional view of the apparatus shown in Fig. 3,taken on the line 5-5 of Fig. 3; and I Fig. 6 is a fragmental top planView of details 40 of the interlocking mechanism. 7

Referring to the drawings and particularly to Fig. 1, the apparatusincludes a main reservoir 2 l supplied with fluid under pressure from acompressor (not shown), through a pipe 22, a sanding 5 reservoir 23, abrake cylinder 2d, a door engine 25, a motor controlling circuit breaker26, a circuit breaker knockout device 21, a se1f-lapping brake valvedevice 23, a hand operated door control valve device 29, an auxiliaryhand operated 5 brake control valve device 32, an automatic sandingvalve device 33, a sand box 3%, a double check valve device 35, and handand foot operated pilot valve devices 36 and 31 respectively.

The brake valve device 28 which is of the self- 55 lapping typecomprises a casing, Fig. 3, having a main section 5|, a valve section52, an emergency piston section 53 and a pipe bracket section 54 bymeans of which the brake valve device is secured to the frame or floor55 of the vehicle. The sections 52, 63 and 54 are removably secured tothe main casing 5| by any desired means, not shown.

The casing sections 5|, 52 and 53 when secured together in the mannerdescribed, define a pressure chamber 58 which may be constantly incommunication with the usual brake cylinder 24 through a passage andpipe 5?.

The casing section 52 is provided with a chamber 58 with which the usualmain reservoir 2| is in constant communication through a pipe andpassage 59. Contained in the chamber 58 and slidably mounted in a bore61 in the casing section 52 is a supply valve 62 which is adapted toseat on a valve seat 63 carried byia bushing M in the casing section52,'and which is subject on one side to the'pressure of a coil spring64. This valve is operated to control communication from the chamber 58to the chamber 56.

The casing section 52 is provided with .a cylinder 65 which is open atone end to the chamber :56, the other end of the cylinder being closedby an adjusting member 66 which has screw-threaded connection with thecasing sectlon. This adjusting member is provided with a central bore 61which on its outer end is tapped to receive a screw-threaded stop member68.

Operatively mounted in the cylinder 65, adjacent to its open end, is amovable abutment in the form of a piston 69 having a stem 1| which .isslidably guided in the member 66 within the inner end of the bore 61. Atone side of the piston 69 there is a chamber I2 which is constantly opento the atmosphere through a passage and pipe 13. Contained in thechamber 1.2 is a coil spring I4 which is interposed between and engagesthe inner face of the piston 69 and an inner face of the adjustingmember 66.

Contained in a. valve chamber I5 in the piston 69 which is open to thepressure chamber 56 through a passage I6, is an exhaust or release valvewhich is adapted to seat on a valve seat I8 formed on the piston, andwhich is adapted to control communication from the valve chamber I5 tothe chamber I2 by way of connecting passages in the piston stem 1!.

The exhaust valve 11 is provided with a stem I9 having a collar 8| whichslidably engages the piston within a central bore 82 and is subject tothe pressure of a light coil spring 83 interposed between and engagingthe collar 8! and an annular flange 50 on the piston. Outward movementof the valve relative to the piston is limited by the collar 8| engaginga stop flange 18 carried by the piston 69. The outer end portion of thevalve stem I9 extends beyond the outer face of the piston and is adaptedto be operatively engaged by an operating mechanism which will now bedescribed.

For controlling the operation of the supply and exhaust valves 62 and11, respectively, I provide a mechanism comprising spaced levers 84, oneof which is shown, which are pivotally connected, intermediate theirends, to a pin 85 .mounted in a plunger 86 which at one end is slidablyguided by the casing section 52 within a bore 81.

At one side of the pivot pin 85 the ends of the levers '84 are connectedtogether through the supply valve 62 within a recess 93 formed [0 in thevalve.

For the purpose of controlling the operation of the plunger 86 a rockinglever 94 is provided which is rotatably mounted upon a rocking shaft"95, and which is provided with an arm 96 15 adapted to operativelyengage the outer end of the plunger 86. The shaft 95 is mounted for Joscillation in the casing section 5| and is adapted to be oscillated bya rocking lever that is fixed to the outer end of the shaft exteriorly20 0f the casing section 5|, Figs. 1, 2 and 3. The rocking lever 94 isalso provided with a cam arm Q'Lthe purpose of which will hereinafterappear.

The rocking lever 94 is adapted to be rotated 25 in a counterclockwisedirection, Fig. 3, when the rocking shaft is turned in a similardirection, by means of a lug 3! that is integral with a lever 98 that isfixed to the shaft 95 by means of a key 99. When the shaft 95 is turnedin a 13 counter-clockwise direction the lug 30I engages the lever 94 andcauses it to turn with the shaft. The lever 94 may, however, turn in acounterclockwise direction independently of the lever 98.

Within the emergency device section orv casing 53 is a chamber IOI, Fig.5, that is in communication with a safety control passage or pipe I02and which contains a piston I03 having a stem I04 extendinginto a bore I05 which opens into the chamber 56.

with a stem I01 which is biased toward the left or emergency position bymeans of a double spring I08 that is disposed between a collar I09 whichbears against one of a pair of spacedyi5 flanges H4 on the stem and theguide bushing III which is clamped between the casing 53 and a closurecap H2. A cam block H3 is provided which is adapted for movement withthe stem I01, by means of a yoke portion II6 which fits 50 over the stemI 01 and which is locked between the flanges H4.

The piston I03 and-the piston I06 are normally held in the right orrelease position by means of fluid under pressure supplied to the 55chamber IIlI through the safety control passage I02 against the opposingpressure of the spring I08.

In normal position, as shown in Fig. 5, pas

sage 200, leading to the emergency sanding de- 60 vice is connectedthrough an annular chamber 300 in piston stem I04 with an exhaustpassage H5, but when the piston I03 is moved to the left, the chamber300 is moved out of registry with passage 200, thereby closing com- 65munication from passage 200 to the atmosphere, the movement of pistonI06 to the extreme left, uncovering passage 20!], so that the brakevalve chamber 56 is connected to passage 200.

A guide block I I I is fixed to the casing 5I with- 70 in the chamber 56and is provided with an undercut groove M8 for receiving a dove-tailedtongue I I9 on the inner face of the cam block I I3 so that the block II3 may slide freely in the direction of the piston stem I01 and be movedby the stem 75 At the other side of the pivot pin 85, the 5 A piston I06is slidably w mounted within the bore I05 and is provided from therelease position shown in Fig. 5 to an emergency position when the stemi0! is moved by the spring N18 to emergency position.

As shown in Fig. 5, the guide block Ill is provided with a vertical slotiZi through which the arm 91 of the lever 94 extends as shown in Figs. 3and 5. The cam arm ill is provided with an incline-d cam face 522 thatis adapted to be engaged by a similarly inclined cam face 523 on the camblock H3 when the cam block is moved by the stem Hill to emergencyposition by the spring Hi8. As the cam block H3 moves to emergencyposition or toward the left, Fig. 5, the cam surface I23 engages the camface I22 on the arm 91 and forces the cam arm 91 downwardly, therebyrotating the lever 94 in a counter-clockwise direction, so that as thecam block 1 I3 is movedto the left, the arm 96 of the lever 95 forcesthe plunger 86 upwardly and causes an application of the brakes in amanner to be hereinafter described. When the cam block !3 is in itsextreme left or emergency position, the plunger 86 is moved upwardly soas to effect a full application of the brake in a manner to behereinafter more fully described.

Interlocking mechanism is provided in the brake valve device forpreventing movement of the piston I63 and the cam block M3 to emergencyposition in the event that the plunger 86 has been moved manuallythrough the medium of the operating lever 96 and the foot pedal 223,Fig. 1, that is pivotally connected to a part of the vehicle frame 52dand which is connected to the operating lever 99 by means of a cable l25as shown in Fig. l. The interlocking mechanism comprises the lever 98that is fixed to the operating shaft 95 and which is pivotally connectedby a pivot pin 52'! toan interlocking bar E28 that is adapted to extendthrough a slot 29 in the upper edge of the guide block H1 and to bemoved across the path of movement of a cam lug i3! integral with the camblock H3 when the shaft 95 and levers 93 and M are rotated in acounter-clockwise direction through the medium of the foot pedal, adistance sufficient to effect a service application of the brakes with abrake cylinder pressure of a predetermined desired degree, such as, forexample, a brake cylinder pressure approximating 25 pounds. With theinterlocking bar S23 moved across the path of movement of the cam lugE35, movement of the cam block M3, the piston stem l0! and piston we toleft or emergency position, is prevented in the event of a reduction inpres sure of the fluid in the chamber till The interlocking bar Q28, asindicated in Fig. 6, is provided with an inclined face 532 that isadapted to be engaged by an inclined face i33 on the cam lug l3l whenthe cam block H3 is moved toward the left or toward emergency positionwhile the interlocking bar 253 is in the locking position abovedescribed. With the inclined face !33 of the cam block l is inengagement with the inclined face N2 of the interlocking bar I28,withdrawal of the interlocking bar to the normal release position shownin Fig. 3 is opposed by the cam lug 53!. Consequently the operator isprevented from releasing the brakes until the fluid'pressure in thesafety control pipe E32 and the piston chamber Hill has been restored tonormal pressure or to a pressure sufficient to overcome the tension ofthe spring 998 and to force the cam lug if! to the right out ofengagement with the inclined face 532 of the interlocking bar 528. Theinterlocking bar I28 is yieldingly urged into contact with the bottom ofslot E29 in guide block ill by a section 52 of the brake valve device.

spring-l26 attached at one end to the bar and at the other end to a lugi i l carried by the lever 98. The upper edge of the face M3 on camblock l 43 is beveled at'ite (see Fig. 6) in order to insure that theupper edge of cam face I33 will not catch on the locking bar lZSwhen thelocking bar 628 projects an insufficient distance out of slot I29 on thecam block side of guide block ill, and cause undesired prevention ofmovement of cam block l 3 to emergency position.

After pressure has been restored in the safety control pipe the cylinderlili, the operator may cause movement of the brake switchdevice torelease position by releasingpressure on foot pedal Referring to Figs. 1and 2,the

operating lever 8!! is normally yieldingly held in release position by aspring let that is connected to the upper end of the lever S93 and tothe casing When the operator relieves the pressure upon the foot pedal223, the s ring ls l returns the operating lever and brake valve deviceto release position.

The supply of fluid from themain reservoir 2! brake valve device 28 iscontrolled by means of the hand operated pilot valve device 36 and afoot operated pilot valve device 3?, Fig. l.

The foot operated safety control valve device 3? may comprise a casinghaving a pipe bracket section ifi l and a lever supporting section E55that is secured to the casing section 154 with a diaphragm I56 clampedtherebetween. The diaphragm 556 has a chamber fill at one side'andcarries a valve portion flit that is adapted to engage an annular valveseat rib !59. The diaphragm l 56 also carries a stem It! that is adaptedto be operated by a foot pedal 5&2 that is pivoted on a pin H53 carriedby the pedal supporting casing E55. The pipe bracket casing iii l isalso provided with a valve chamber I54 containing a valve I65 having astem 56% that is adapted to be actuated by the diaphragm let through themedium of the stem E56. Disposed between the chamber 55? and the valvechamber its is a central chamber it? that is connected to the safetycontrol pipe 558 and through which the stem Hi5 of the valve I65 extendsinto engagement with diaphragm valve 258. A spring I69 disposed in thevalve chamber ifi l serves to normally retain the valve 565 seated andthe diaphragm valve I58 unseated. When the foot pedal m2 is in the release position shown in Fig. l, the spring its evercomes the pressureimposed on the stern it'll by the pedal E52 and holds the valve it?seated and the valve 58 unseated. With the valve E65 seated and thevalve I58 unseat-ed, the safety control pipe 858 is connected to thepipe I55. When the operators foot is placed upon the pedal 5652, thepedal is depressed by the pressure exerted thereby and moves thediaphragm valve 558 to seated position and unseats the valve m5 againstthe action of the spring 658. With the valve 558 seated and the valveE65 unseated, the safety control pipe see is connected to the fluidpressure supply pipe 59 which is connected to the main reservoir 2|.

The hand operated pilot valve device 36 is identical in construction tothe pilot valve device 3'! with the exception that the operating leverM2 through pipe lie with the sanding reservoir 23 to the emergencypiston chamber lei of the and containing a disk valve I16 forcontrolling communication from chamber I14 to a chamber I8! which isconnected to pipe I82 leading to the cylinder of the circuit breakerdevice 21. A poppet valve I86 is carried by the valve I16 and controlscommunication from main reservoir pipe 59 to chamber I14, the valve I16being urged to its seat by spring I95. For operating the valve 116, apiston I91 is provided having a stem 202, adapted to engage a stem 203on the valve, when the piston is moved upwardly.

The under or lower face of the piston I91 is subject to the pressure offluid within the chamber 204 within the casing HI and which chamber isnormally open to atmosphere through passage and pipe 200 which leads tothe brake valve device 28 and through the annular chamber 300 in theemergency piston stem I04 and the atmospheric passage II5. Underemergency operating conditions, as will hereinafter appear, fluid atbrake cylinder pressure is supplied to the cham her 204 of the sandingvalve device 33, from the chamber 56 of the brake valve device 28through passage and pipe 200 and the fluid acting on the under face ofthe valve piston I91 forces it upward so that the valve stem 202 engagesthe stem 203 of the valve I16 and causes it to be lifted from its seatI11 against the action of the spring I95, and the poppet valve I86 to bemoved into closed position upon seat I81, thereby cutting off the supplyof fluid from the main reservoir to the sanding reservoir in a manner tobe hereinafter described.

The circuit breaker opening or knock-out device 21 is for the purpose ofmoving the circuit breaker 26 to open position under emergency operatingconditions and is adapted to be actuated for opening the circuit breakerby fluid under pressure when operating fluid is supplied to the sandingpipe I82 during an emergency operation. The knock-out device comprises acasing 201 having a chamber 208 containing a piston 209 adapted toreciprocate within the chamber 208 and which is provided with arestricted port 2 I through which fluid under pressure may flow from thechamber 208 to the chamber 2I! at the left side of the piston. Thechamber 2 is open to the atmosphere through atmospheric port 2I2. Thepiston is provided with a guide stem 2I4 which projects exteriorly ofthe casing 201 and which is provided with a knob 2I5 that is adapted toengage a trip lever 2I6 of the circuit breaker 26. The piston 209 isadapted to be moved to the left by fluid under pressure supplied to thechamber 298 from the sanding pipe I82 under emergency operatingconditions against the action of a spring 2I1 disposed between thepiston 209 and the end of the casing 201, and after a dead mansemergency brake application, and when the pressure in the chamber 208 isreduced sufficiently by reason of the blow-down of fluid from the pipeI82 through the restricted port 2 I0 and the atmospheric port 2 I2, thespring 2I1 forces the piston to the right or normal position shown inFig. 1.

The double check valve device comprises a casing having a chamber 226containing a double check valve 221. In one seating position, the checkvalve establishes communication from pipe I68 to pipe I02 and in theother seating position, said communication is cut off and communicationis established from a pipe 258 to pipe I02.

The door engine device 25 comprises a casing having a piston chamber 233containing a piston 234 which carries a stem 235 that is provided at itsend with a piston 235 of less diameter than that of the piston 234 andwhich is adapted to operate within a bore 231 which is open at one endto the atmosphere. The piston 236 carries an operating rod 238 which maybe pivotally connected to operating mechanism for the entrance doors,not shown. The chamber 239 between the pistons 234 and 236 is alwaysopen to the sanding reservoir 23 through passage and pipe I15. Fluidunder pressure is always supplied to the piston chamber 239,, from thesanding reservoir 23 through pipe I15, and the piston chamber 233 whichis normally open to the sanding reservoir is supplied with fluid underpressure through pipe I15, port 2 12 in the valve plug 240 of the doorcontrol valve device 29 and pipe 24!. The fluid under pressure acting onthe right face of the piston 234 retains it in its left or door closedposition shown in Fig. 1, against the opposing pressure of the fluid inthe chamber 239 acting on the reduced eifective area of the left face ofthe piston. When, however, the chamber 233 is open to atmosphere in amanner to be hereinafter described, the greater fluid pressure withinthe chamber 239 acting on the left face of the piston 234 causes thepiston to move to the right or door open position and to open theentrance door, not shown.

In operation, assuming that the parts of the apparatus are in releaseposition, as shown in Figs. 1 and 3 with the exception of the footoperated pilot valve device 31 which is shown in the emergency position,and that the operators hand is resting upon the hand operating lever I42of the hand operated pilot valve device 36, the sanding reservoir 23 ischarged with fluid under pressure from the main reservoir 2I throughpipe and passage 59, filter chamber I88, of the sanding valve device 33past the open poppet valve I86, valve chamber I14 and passage and pipeI15. Fluid under pressure flows from the pipe I15 to the chamber 239 ofthe door engine device 25 and fluid under pressure also flows from thesanding reservoir 23 to the piston chamber 233 of the door engine device25 through pipe I 15, port 242 in the manually operated valve device 29provided for controlling the operation of the door engine device whensaid valve device is in the door closing position, and pipe MI, and

the fluid under pressure in the chamber 233 acting on the right face ofthe piston 234 holds the door engine device in door closed positionshown in Fig. 1 against the pressure of the fluid at sanding reservoirpressure in the chamber 239.

It will here be understood that the hand opk erated pilot valve device36 and the foot operated pilot valve device 31 are so interconnectedthat either the hand lever I 42 or the foot pedal I62 must be depressedin order to maintain fluid under pressure in the safety control pipe I02and that when either or both the levers I42 and the foot pedal IE2 is orare depressed, fluid under pressure is supplied to the safety controlpipe I02 and to the chamber IOI of the emergency piston device, Fig. 5.As shown, the hand operating lever I42 is depressed while the foot pedalI62 is yieldingly held in release position by the spring I60. With thelever and foot pedal in the position shown in Fig. 1, fluid underpressure is supplied from the main reservoir to the emergency pistonchamber IOI through pipe and passage 59, valve chamber I30 of the pilotvalve device 36, past the open valve I49, chamber I 40, pipe Il, chamberI51 of the pilot valve device 31, past the open diaphragm valve I58,chamber lei'pi e '38, check valve chamber 226, port 228, annular chamber23L passage and pipe I02, Figs. 3 and 5.

With the foot pedal I62 depressed as by the foot of the operator restingupon it, diaphragm valve 558 is closed and valve I65 is open and fluidunder pressure is supplied to the emergency piston chamber l6!regardless of the position of the hand lever l42,'through pipe andpassage 59, chamber i6 5, past the open valve 165, chamber I61, passageand pipe I68, and through the check valve 95 and pipe and passage E92 inthe manner just described. From the foregoing, it is apparent that fluidunder pressure is supplied from the main reservoir to the emergencypiston chamber l9! so long as either the operating handle I42 or thefoot pedal I62 is depressed.

If the operator should remove his hand and foot simultaneously orconcurrently from the levers I42 and W2, communication is establishedfrom the emergency piston chamber I! to the atmosphere through passageand pipe H12, annular chamber 23!, port 228, chamber 226, pipe andpassage I68, chamber I61 of the pilot valve device 91, past the opendiaphragm valve I58, passage and pipe ll, chamber I46, past the opendiaphragm valve 559, chamber 526 and exhaust passage and pipe 249. Aswill hereinafter appear, opening of the emergency piston chamber Ifll tothe atmosphere effects an emergency application of the brakes, sandingof the rails, balancing of the fluid pressure acting on the door engineso that it may be opened manually, and interruption of the power circuitthrough opening of the circuit breaker 26 by the knock-out device 21.

It will here be understood that the above described brake controllingapparatus is employed in an electrically driven vehicle wherein the power supplied to the driving motors of the vehicle is oontrolled'by a footoperated controller device, not shown, the movement of the controllershaft being effected by movement of the toe of the operator which restsupon a foot pedal, not 5 shown, and that while the car is running, one

foot of the operator rests upon the pilot valve foot pedal I62 while theother'foot rests upon the controller pedal, not shown.

When it is desired to effect an application of 0 the brakes, the foot ofthe operator which is used to operate the controller pedal is removedfrom the controller pedal and placed upon thefoot pedal 223 foreffecting desired movement of the brake valve device 28.

Should the operator desire to remove his foot from the pilot valve footpedal I62 for effecting operation of the controller pedal, not shown, aswhen starting the vehicle on a grade, the operator must first press thehand operating lever 0 I42 so that the safety control pipe pressure willbe maintained and so that an emergency application of the brakes willnot be effected.

Assuming that one'foot of the operator is resting upon and is depressingthe pilot valve foot pedal 5 I62, that the operators other foot isresting on and depressing the controller pedal, not shown, that the handlever I42 is in its upper or emergency position, that the car is runningand that the operator desires to efiect an application of 0 the brakes,the operator removes his foot from the controller pedal, not shown,thereby cutting off the supply of power to the driving motors andgradually depresses the foot pedal 223' so as toeffect'counter-clockwise movement of the brake 5 valve device operatinglever 96, Fig. 1, and Fig. 3.

Counter-clockwise movement of the operating lever 99 turns the shaft 95and the rocking lever 94 through the medium of lever 98 and lug 30! incounter-clockwise direction, Fig. 3. The end 96 of the lever 94 pressesthe plunger 86 upward, carrying with it the pin 85 about which the lever94 is pivoted. Since the spring 64 acting on one side of the supplyvalve 62 offers greater resistance to the inner movement of the lever 84than does the spring 83 acting on the release valve 11, the supply valve62 and rod 92, during the initial movement of the plunger 86 towardsupper position, or application position, are maintained stationary, sothat the pin 9| forms a stationary fulcrum for one-end of the lever 84.As the plunger 86 and pin 85 are moved towards the upper position byaction of the foot pedal 223, the lever 84 is caused to rock about thepin 9| in a counter-clockwise direction and as the levers are thusmoved, the roller 89 moving therewith causes the exhaust or releasevalve 1'! to be seated against the opposing pressure of the spring 83,thus closing the atmospheric communication from chamber 56 in the brakevalve device and consequently, from the brake cylinder 24 to atmospherethrough passage and pipe 13.

When the release valve TI is seated, the value of thespring l4 acting onthe piston 69 being greater than the value of the spring 64 acting onthe valve 62, the piston 69 will remain stationary, so that the pin 88now becomes the fulcrum for the lever 84, so that as the pedal 223 isfurther depressed and causes further rotation of the lever 94 in acounterclockwise direction and further upward movement of the plunger86, the rod 92 is moved upward and causes the supply valve 62 tobe-unseated against the opposing pressure of the spring 64, and thefluid under pressure in the chamber 58 supplied from the main reservoirthrough pipe and passage 59 flows to the brake cylinder 24 throughpressure chamber 56 in the brake valve device and passage and pipe 51thus effecting an application of the brakes.

Now, as soon as the pressure in the pressure chamber 56 acting on oneside of the piston 69 has been increased to .a degree slightly exceedingthe opposing pressure of the spring 14 acting on the other side of thepiston, the piston will move outwardly. As the piston 69 is thus beingmoved, the action of the spring 64 causes the supply valve 62 to movetoward its seat 63. Through the medium of the rod 92, the action of thevalve 62 causes the levers 84 to rock about the pivot pin 85 in acounterclockwise direction, maintaining the exhaust valve Ti closed.When the supply valve 62 seats onthe valve seat 63, the further flow offluid under pressure from the main reservoir to the chamber 56 is closedoff and the upward movement of the piston 69 is stopped by the action ofthe spring 14. Since the piston 69 is brought to a stop at substantiallythe same time as the supply valve 62 seats, the spring 64 through themedium of the rod 92, pin 9|, levers 94, pin 88, rollers 89 and exhaustvalve stem 19 will maintain the exhaust valve ll seated. Thus the brakevalve device is automatically operated to lap the supply valve whileholding the exhaust valve closed.

If, when the several parts of the brake valve device have been moved tolap position as just described, it is desired to reduce brake cylinderpressure, the operator reduces the pressure of his toe on the foot pedal223 so as topermit the spring I34 to turn the operating lever 90 in aclockwise direction (Figures 1 and 3) and through the medium'of thecable I25, to followthe movement of the toe of the operator. As'theoperating lever 90 moves toward the release position the plunger 86moves downward and the spring 83 acts tounseat the exhaust valve 'I'I.As the valve 1! is being unseated the rocking lever 84 is turned in aclockwise direction about the pin 9I, which is maintained stationary bythe resistance offered by the spring 64 through the medium of the supplyvalve 62 and the rod 92.

With the exhaust valve I! thus unseated, the fluid under pressure isreleased from brake cylinder to the atmosphere'through pipe and passage51, chamber 56 in the brake valve device, passage 76 in the piston 69,chamber I5, past the unseated exhaust valve 11, passages 80 in thepiston stem II, spring chamber I2 and atmospheric passage and pipe I3.

The operator permits such release movement of the pedal 223 as willprovide the desired graduated release, and if he holds the pedalstationary in this position, then fluid will release from the brakecylinder until the spring I4 has moved the piston 69 into seatingengagement with the exhaust valve 11 and then further release of fluidfrom the brake cylinder is cut off.

I With the exhaust valve 'I'I seated, the release of fluid underpressure from the brake cylinder 24 and pressure chamber 56 is closedoff, consequently' the piston 69 will come to a stop without rocking thelevers 84 to unseat the supply valve 62, thus the brake valve device isautomatically lapped after a reduction in brake cylinder pressure hasbeen eflected. To effect a complete release of the brakes, the toe ofthe operator is raised sufliciently to permit the spring I34 to returnthe operating lever 9!! to release position, shown in Figs. 1 and 3,wherein its movement is arrested by engagement of the free end of thelever with a stop lug III] on the casing 5I, which limits the upwardmovement of the pedal 223 to release position, shown in Fig. 1. As therocking lever 94 is being turned in a clockwise direction by theoperating lever 90 to the release position,.the action of the spring 83causes the exhaust valve TI carried by the piston 69, to be unseated asbefore described, permitting fluid under pressure to flow from thechamber 56 and brake cylinder 24 to the atmosphere. As the pressure offluid in chamber 56 reduces, the piston 69 is caused to move toward fullrelease position by the action of the spring I4, but spring 83 keeps theexhaust valve TI unseated so that piston and valve move downwardlysimultaneously and together, causing the lever 84 to rock in a clockwisedirection about the pin 9|. Through the medium of the pin 85, thismovement of the lever causes the plunger 86 to move downwardly towardthe position in which it is shown in Fig. 3. Since the supply valve 62is maintained seated and the exhaust valve unseated, the brake cylinder24 is maintained open to atmosphere, and consequently the completerelease of the brakes is effected.

It is apparent from the foregoing, that the value of the fluid pressuresupplied to the brake cylinder depends upon the position of theoperators foot and the position of the plunger 86 and when the operatorsfoot pedal 223 is fully depressed so as to move the plunger 86 to itsextreme upper position, the supply valve 62 is moved to open positionagainst the action of spring 64. Fluid under pressure then supplied tochamber 56 and acting on the piston 69 forces it upward until the stemII engages the stop member 68,

permitting the'plunger 86 to-move upward to its extreme upper positionand maintain the supply valve in open position. Brake cylinder pressurethen may equalize with main reservoir pressure and apply the brakes withmaximum force.

The operating mechanism is so designed that the vehicle may be readilybrought to rest by moving the foot pedal to such position that a brakecylinder pressure of from 20 to 25 pounds is obtained.

When the car has been brought to rest and the operator desires to causeopening. of the door, not shown, to permit entrance or exit of apassenger, the operating handle 244 of the door engine controlling valvedevice 29 is moved to the door open position shown in dotted lines inFig. 1, corresponding to the position of the plug valve 2450f theauxiliary brake controlling valve device 32, wherein the wide portion ofthe port 242 connects the pipe 24I with the atmospheric pipe 246 so thatfluid under pressure within the piston chamber 233 of the door enginedevice 25' is vented to atmosphere through pipe 24I, port 242 in thevalve device 29 and atmospheric pipe 246. As the pressure of the fluidin the piston chamber 233 is reduced in the manner above described, thegreater fluid pressure in the piston chamber 239 acting on the left faceof the piston 234 forces the piston to the right or to the door openposition causing the operating rod 238 to actuate the door operatingmechanism, not shown, to the door open position.

In order to close the door, the operating handle 244 of the door enginevalve device 29 is returned to the door closed position wherein thesanding reservoir 23 is again connected to the piston chamber 233through pipe I75, port 242 of the valve device 29 and pipe 24I. As thepressure of the fluid in the chamber 233 increases to that of thesanding reservoir, the fluid under pressure acting on the right face ofthe piston 234, which face is of greater effective area than the leftface of the piston, overcomes the pressure of the fluid in the chamber239 acting on the left face of the piston and forces the piston 234 tothe left or door closed position shown in Fig. 1.

Aft-er the door has closed and it is desired to again start the car inmotion, the toe of the operator is removed from the foot pedal 223 sothat the spring I34 may return the operating lever 99 to the releaseposition shown in Figs. 1 and 3, wherein the brake valve device partsare in position to vent fluid from the brake cylinder 24 to theatmosphere and close the supply valve so as to cut ofl the supply offluid from the main reservoir to the chamber 56 of the brake valvedevice.

Dead mans emergency features are provided in the apparatus for efiectingan emergency application of the brakes in the event that the operatorbecomes incapacitated and removes both his hand and foot from the handlever I42 and the foot pedal I62, respectively. Under dead mansemergency operating conditions, sand is automatically supplied to therails from the sand box 34, the circuit breaker 26 for controlling theelectric current supplied to the motors is moved to open position forcutting off the supply of power to the motors and finally the doorengine device 25 is so balanced that it may be moved manually by thepassengers to door open position, should it become necessary.

Under dead mans emergency operating condition, should the operatorbecome incapacitated and remove his foot from the foot pedal I62 and 7his hand from the hand lever I 42, release of pressure applied by theoperator to the lever and pedal causes them to be moved by theirrespective springs I60 and I60 to emergency position, such as theposition of the lever I62 shown in Fig. 1, wherein the diaphragm valvesI58 and I50 are open and the valves I65 and 149 are closed. With thevalves I56 and I50 open and the valves I65 and I closed fluid underpressure is vented from the emergency piston chamber I6! and the safetycontrol pipe I02 through the safety control pipe I02, annular chamber23I of the check valve device 35, port 228, valve piston chamber 226,pipe I 68, chamber I61 of the pilot valve device 31, past the opendiaphragm valve I58 of the foot operated pilot valve device 31, chamberI51, pipe I5I, chamber I40 of the hand operated pilot valve device36,past the open diaphragm valve I50, chamber I20 and atmospheric pipe249. As the fluid under pressure in emergency piston chamber I0! isreduced to atmosphere in the manner above described, the spring I08forces the piston stem I01 to the left or emergency position, carryingwith it the cam block II3. As the cam block II3 moves toward the left,the inclined cam face I23 thereof engages the cam face I22 on the end 91of the lever 94 and causes it tobe depressed so that the lever 94 isrotated in a counter-clockwise direction, Fig. 3, suificiently to movethe plunger 86 to its extreme upper emergency or full applicationposition. With the plunger 86 in full application position, the exhaustvalve 11 is closed and the supply valve 62 is open so that fluid issupplied from the main reservoir 2I to the brake cylinder 24 through thebrake valve device in the manner hereinbefore described. Since the brakecylinder 24 is supplied with fluid at the maximum pressure of that inthe main reservoir, the brakes are applied with maximum force and thevehicle is quickly brought to rest.

As the piston stem I01 is moved to the left by the spring I68, thepiston I06 is moved to a point between the passage 200 and theatmospheric passage I I5 so that communication from the passage 200 tothe atmosphere through annular chamber 300 and passage II5 is cut offand communication is established from the chamber 56 of the brake valvedevice to the chamber 204 of the automatic sanding valve device 33through passage and pipe 200. Fluid under pressure at brake cylinderpressure is supplied from the chamber 56 to the chamber 204 of thesanding valve device and acting on the lower face of the piston I91moves the piston upward so that stem 202 engages the stem 263 of thevalve I16 and moves the valve from its seat, and at the same time movingthe poppet valve I66 into engagement with its seat, thereby cutting offthe supply of fluid from the main reservoir 2! to the sanding reservoir23 and at the same time opening communication from the sanding reservoir23 to the sand box 34 and the chamber 208 of the knockout device 21,through pipe and passage I15, valve chamber I14, past the open valveI16, bore I19, chamber I61 and passage and pipe I62. The fluid underpressure supplied to the sand box 34 from the sanding reservoir 23causes sand to be supplied to the rail in the well known manner.

and under dead mans emergency operating condition. The fluid underpressure supplied from the sanding reservoir 23 to the piston chamber208 of the knock-out device 21 causes the piston 209- to be moved to theleft against the action of the spring 2I1, thereby forcing the triplever 2I6 of the circuit breaker 26 to circuit breaker open positionthereby effecting opening of the circuit breaker 26 controlling theelectric current supplied to the driving motors of. the vehicle.

As the piston 209 of the knock-out device 21 moves to the knock-outposition, it uncovers atmospheric port 2I2 so that fluid under pressureis vented from the sanding reservoir 23 and chambers 239 and 233 of thedoor engine device 25 to the atmosphere through pipe I15, valve chamberI14, past the open valve I16, bore I19, chamber I8I, passage and pipeI62, piston chamber 208 and atmospheric port 2I2. Thus, since thepistons 234 and 236 of the door operating device are subjected toatmospheric pressure on both sides, the opposing pressure forces actingthereon are balanced and the vehicle door may be opened manually, ifdesired. A port 2I0 is provided in the piston 209 through which fluidunder pressure may flow from the sanding reservoir in the mannerdescribed after the pressure has been reduced sufficiently to permit thespring 2" to return the piston 209 to normal position so that thesanding reservoir 23 may blow down to atmosphere after a dead mansemergency operation. Since sand flows from the sand box 34 so long asfluid is supplied thereto, the sanding operation. Will be discontinuedwhen fluid no longer flows from the sanding reservoir to the sanding boxas when the sanding reservoir has blown down to atmosphere.

In order to release the brakes after a dead mans emergency operation,either the hand lever I42 or the foot pedal I62 is depressed so thatfluid under pressure may flow from the main reservoir 2I to the safetycontrol pipe I02 and the emergency piston chamber I0! through pipe 59,valve chamber I64 of the foot controlled controlling valve device 31 ifthe foot pedal I62 is depressed, past the open valve I65, chamber I61,passage and pipe I60, chamber 226 of the check valve device 35, port228, annular chamber 23I, and pipe I02. As fluid at main reservoirpressure is supplied to the chamber IOI in the manner described, thepiston I03 and therefore the cam. block I I3 is forced to the right orto release position, and the rocking lever 94, Fig. 3, is thus free tobe returned in a clockwise direction by the action of springs 83 and 64as they respectively effect opening movement of the exhaust valve 11 andclosing movement of the supply valve 62. With the exhaust valve 11 inopen position and the supply valve 62 closed, fluid under pressure isvented to the atmosphere from the brake cylinder 24 in the mannerdescribed and the supply of fluid from the main reservoir to the chamber56 of the brake valve device'is cut off. Release of the brakes is thuseffected.

It is desirable to permit the operator, after he has depressed the footpedal 223 sufliciently to effect a service application of the brakes orsufficiently to effect delivery of fluid under pressure to the brakecylinder at a pressure of 25 pounds, to remove both his hand and footfrom the hand lever I42 and the foot lever I62 for the purpose ofattending to other duties such as observing the clearance between aparked vehicle and the vehicle controlled by the operator, withouteffecting an emergency application of the brakes even though theemergency piston chamber IOI has been vented to the atmosphere as aresult of the removal of pressure applied by the operator to the saidhand lever and foot pedal.

Referring particularly to Figs. 3, 4, 5 and 6, when the operating lever90 has been turnedv in a counter-clockwise direction sufficiently toeffeet a service application of the brakes with a fluid pressure of 25pounds in the brake cylinder, the lever 98 which is fixed to the shaft95 moves the interlocking bar I28 to the left so that it extends acrossthe path of movement of the up \vardly extending locking lug I3I on thecam block I-I3. Consequently, when the spring I08 forces the valvepiston stem I01 to the left as a result of the reduction in fluidpressure in the emergency piston chamber I'0I, the inclined face I33 ofthe locking lug I3I engages the inclined face l32of the interlocking bar!28 and prevents further movement of the stem I01 to the left.Consequently, the piston I06 is not moved sufficiently to uncover thepassage 200 or to interrupt its communication with the atmospherethrough the passage H5. The piston I91 of the sanding valve device 33will therefore remain in its normal-lower position and therefore,sanding of the rails and opening of the circuit breaker 26 will not beeffected.

Since the inclined face I33 of the locking lug I 3I, Figs. 5 and 6, isyieldingly pressed against the inclined face I32 of the locking bar I 28by the spring I08, and since the interlocking bar I28 is being pressedagainst the side of the slot I29, the interlocking bar I28 is heldagainst return movement and will remain thus locked until fluid underpressure is again supplied to the chamber IOI with sufficient pressureto overcome the tension of the spring I08 and move the piston I03 andcam block II3 to release position shown in Fig. 5. The locking bar I28thus prevents release movement of the operating arm and rocking lever 94for effecting release of the brakes until the hand or foot of theoperator has been applied to the hand lever I42 or to the foot pedal I62with sufficient pressure to depress it for effecting a supply of fluidunder pressure from the main reservoir to the safety control pipe I02and the emergency piston chamber IOI.

After fluid under pressure has been supplied from the main reservoir tothe emergency piston chamber I0! in the manner above described, thebrakes may be released by relieving the pressure on the foot pedal 228and permitting the spring I34 to return the operating lever 90 torelease position.

In order that the brake valve device 28 may be operated from the end ofthe car opposite that containing the foot pedal 223, an operating ball25I- is supported upon a supporting bracket 252 and is connected to theoperating lever 90 by means of a cable 253 which extends through a hole254 in the supporting bracket and a hole 255 in the floor 55 of thevehicle. By pulling the ball 25I away from the support, the brake valvedevice is operated to any desired position for effecting any desireddegree of brake application.

Since an emergency application of the brakes is effected when theoperator relieves the manually applied pressure from the hand lever I42and the foot lever I62 as in the manner hereinbefore described and sincerelease movement of the brake valve device is then prevented, means areprovided at the end of the vehicle having the operating ball 25! forsupplying fluid under pressure from the main reservoir to the safetycontrol pipe I02 and the emergency piston chamber I0'I for effectingrelease of the interlocking bar I28 which comprises an auxiliary valvedevice 32, which is normally positioned, as shown in Fig. 1. The chamber251 in the check valve device 35 is normally open to the atmospherethrough pipe 258 port 259 in the plug valve 28I and atmos pheric pipe262. In operating the brake system from the end of the car provided withthe ball operating device 25I, the operating handle 263 of the valvedevice 32is first moved to release position-shown indotted line in Fig.1, so that communication from the pipe 258 to the'atmospheric pipe 262'is cut off and communication is established from the pipe 59' connectedto the main reservoir 2-I to the pipe 258. With the plug valve 26I inrelease position, fluid under pressure flows from the main reservoir 2Ito the emergency piston chamber IOI through pipe 59, port 259 in theplug valve 26I', pipe 253, chamber 251 in the check valve device 35,port 229 and pipe I02. The fluid under pressure then supplied to theemergency piston IIII forces the emergency piston I03 to the right orrelease position, thereby relieving the fluid pressure acting on thepiston I91 of the sanding valve device and permitting the spring I95"thereof to' return the valve I16 to its normal seated. position so thatfluid under pressure may again flow from the main reservoir to thesanding gency piston chamber I0 I, the brakes may be controlled asdesired. through the medium of the operating ball 25I.

Summarizing, the improved brake controlling apparatus includes a mainreservoir, a sanding reservoir, a brake cylinder, a door engine foroperating the vehicle door, a knock-out device for moving the circuitbreaker trip lever for opening the circuit breaker under emergencyoperating conditions, an improved self-lapping brake valve device, afoot pedal for'aotuating the brake valve device, separate hand and footoperated pilot valve devices for controlling dead mans emergency'operation of the brakes, an automatically operated sanding valve devicefor controlling the supply of fluid under pressure to the sand box andto the knockout deviceand means for controlling the' operation of thebrake valve device from the end of the car opposite that containing thepilot valve device.

The brake valve device is provided with an im! proved emergency pistondevice for eifecting an emergency application of the brakes, sanding ofthe rails, opening of the circuit breaker controlling the electriccurrent supplied to the motor for the vehicle and balancing the pressureof fluid acting on' the door engine pistons, and which is subject tofluid pressure maintained in a safety control pipe, the fluid pressurein which is controlledby separate hand and foot operated pilot valvedevices and which are so interlocked that either one or the other of thedevices must be retained' in depressed condition by the operator inorder to maintain the pressure in the safety control pipe. Release ofpressure from the hand operated lever and the foot operated lever at thesame time vents the fluid from the safety control pipe to atmosphere andeffects an emergency application of the brakes, sanding of the rails,tripping of the circuit breaker to open position and balancing of thefluid pressure acting on the door engines for permitting manualoperation thereof.

Improved interlocking means is provided in the emergency piston devicefor preventing movement of the emergency piston to emergency applicationposition 'uponrelease of pressure from both the hand operated lever andthe foot operated pedal in the event that the operator has first movedthe brake valve device to service application position wherein fluidunder pressure is supplied from the main reservoir to the brake cylinderat a pressure of approximately 25 pounds. This feature en ablesconcurrent removal of the operators hand and foot from the pilot valvedevices while the car is at rest so that he may perform other duties ata point remote from the controlling valve devices. Means are providedfor preventing release of the brakes until the operator has depressedeither the hand operated lever or the foot operated pedal and hasrestored suflicient pressure in the emergency piston chamber to forcethe emergency piston to its release position.

Means are provided for the operation of the brake valve device from theendof the car opposite to that on which the foot pedal is mounted.

Fromthe foregoing it is apparent that the improved brake controllingapparatus is flexible in operation and insures the operation of thecontrol devices in proper sequence.

Other safety 'car equipments, similar to that described herein, areshown and claimed in my copending application, Serial No. 698,242, filedon the same day as is this application, and in the copending applicationof Ellis E. Hewitt, Serial No. 698,231, filed on the same day as is thisapplication, and Serial No. 19,378, filed May 2, 1935, all of which areassigned to the assignee of this application.

While but one embodiment of the invention is herein disclosed, it isobvious that omissions, additions and other changes may be made in theconstruction without departing from, the spirit of the invention.

Having now described my invention, what I claim'as new and desire tosecure by Letters Patent, is:

1. In a fluid pressure brake, the combination of a brake valve devicemanually operable to effect an application of the bralfes, fluidpressure responsive means normally subject to fluid under pressure andoperated upon a reduction in the pressure of the fluid for alsoeifecting the operation of the valve device to effect application of thebrakes, and a pair of manually operative cooperating valve means whichare effective, upon operation of either one or both out of a certainposition thereof, to cause fluid under pressure to be supplied to thefluid pressure responsive means and which are eflective,only when bothare in the certain position thereof, to cause reduction in the pressureof fluid to which the fluid pressure responsive means is subjected.

2. In a fluid pressure brake, of a brake valve device manually operableto effect an application of the brakes, fluid pressure responsive meansnormally subject to fluid under pressure and operated upon a reductionin the pressureof the fluid for also effecting the operation of thevalve device to effect application of the brakes, a pair of manuallyoperative cooperating valve means which are effective, upon operation ofeither one or both out of a certain position thereof, to cause fluidunder pressure to be supplied to the fluid pressure responsive means andwlu'ch are effective, only when both are in the certain positionthereof, to cause reduction in the pressure of fluid to which the fluidpressure responsive means is subjected, and means effective, when thesaid brake valve device is manually operated to effect an application ofthe brakes, to prevent operation of the fluid pressure the combination Iresponsive means by a reduction in the pressure of fluid to which thefluid pressure responsive means is subjected.

3. In a fluid pressure brake, the combination with a brake valve devicemanually operable to effect an application of the brakes, of fluidpressure responsive means operated upon a reduction in fluid pressurefor also effecting the operation of said brake valve device, a pair ofmanually operated interconnected valve means adapted when either or bothare manually operated to supply fluid under pressure to 'said pressureresponsive means and upon concurrent release of said interconnectedvalve means to effect reduction in pressure on said fluid pressureresponsive means, means operative upon manually operating said brakevalve device to effect an applica-' tion of the brakes for preventingthe operation of said fluid pressure responsive means by a reduction influid pressure, and a manually operable valve device for supplying fluidunder pressure to said fluid pressure responsive means independently ofsaid interconnected valve devices.

4. In a fluid pressure brake, the combination with a brake valve devicemanually operable to effect an application of the brakes, of fluidpressure responsive means operated upon a reduction in fluid pressurefor also effecting the operation of said brake valve device, a pair ofmanually operated interconnected valve means adapted when either or bothare manually operated to supply fluid under pressure to said pressureresponsive means and upon concurrent release of said interconnectedvalve means to effect reduction in pressure on said fluid pressureresponsive means, and means operative upon manually operating said brakevalve device to effect an application of the brakes for preventing theoperation of said fluid pressure responsive means by a reduction influid pressure and for preventing release of the brake valve device solong as the fluid pressure acting on said fluid pressure responsivedevice is reduced.

5. In a fluid pressure brake, the combination with a brake valve devicemanually operable to effect an application of the brakes, of fluidpressure responsive means operated upon a reduction in fluid pressurefor also effecting the operation of said brake valve device, a pair ofmanually operated interconnected valve means adapted when either or bothare manually operated to supply fluid under pressure to said pressureresponsive means and upon concurrent release of said interconnectedvalve means to effect reduction in pressure on said fluid pressureresponsive means, means operative upon manually operating said brakevalve device to effect an application of the brakes for preventing theoperation of said fluid pressure responsive means by a reduction influid pressure and for preventing release of the brake valve device solong as the fluid pres-' sure acting on said fluidpressure responsivedevice is reduced, and a manually operable valve device for supplyingfluid under pressure to said fluid pressure responsive meansindependently of said interconnected valve devices.

6. In a fluid pressure brake, the combination with a brake valve deviceoperable to effect an application of the brakes, of fluid pressureresponsive means operated by a variation in fluid pressure for operatingsaid'brake valve device to effect an application of the brakes, areservoir normally charged with fluid under pressure, a fluid pressureoperated circuit breaker device, a fluid pressure operated sandingdevice, a valve device operated by fluid under pressure for supplyingfluid under pressure from said reservoir to said circuit breaker deviceand said sanding device, and valve means operated by said fluid pressureresponsive means for supplying fluid under pressure for operating saidvalve device.

7. In a fluid pressure brake, the combination with a brake valve deviceoperable to eifect an application of the brakes, of fluid pressureresponsive means operated by a variation in fluid pressure for operatingsaid brake valve device to effect an application of the brakes, areservoir normally charged with fluid under pressure, a fluid pressureoperated circuit breaker device, a fluid pressure operated sandingdevice, a valve device operated by fluid under pressure for supplyingfluid under pressure from said reservoir to said circuit breaker deviceand said sanding device, and valve means operated by said fluid pressureresponsive means for supplying fluid under pressure for operating saidvalve device, the said circuit breaker device being adapted uponoperation thereof to effect the venting of fluid under pressure fromsaid reservoir to the atmosphere.

8. In a safety car control equipment, the combination of a brake valvedevice manually operative to effect an application of the brakes, afluid pressure controlled means for also operating the brake valvedevice to effect application of the brakes, a reservoir normally chargedwith fluid under pressure, a door engine normally held in door-closingposition by fluid under pressure supplied from said reservoir andadapted to be manually operated upon release of fluid pressure acting onsaid door engine, power circuit controlling means operated by fluidunder pressure for opening the power circuit and adapted, upon movementto open the power circuit, to vent fluid under pressure supplied tooperate same, and valve means operated upon the operation of said fluidpressure controlled means to cause the brake valve device to effect anapplication of the brakes, to supply fluid under pressure from saidreservoir to said power circuit controlling means.

9. In a safety car control equipment, the combination of a reservoirnormally charged with fluid under pressure, a door engine subject to thepressure of the fluid in said reservoir and normally held thereby indoor-closing position to prevent manual opening of the door, said doorengine being rendered ineifective to prevent manual opening of the doorupon a reduction in the pressure of fluid acting thereon, a fluidpressure.

operated valve device normally establishing a communication throughwhich fluid under pressure is supplied to charge the said reservoir andoperated by an increase in fluid pressure acting thereon to close saidcommunication and establish a different communication through whichfluid under pressure is supplied from said reservoir to eifect sandingof the rails, power circuit controlling means operated by the, pressureof fluid supplied to sand the rails for opening the power circuit, avalve effective, upon operation of the power circuit controlling meansto open the power circuit, to vent fluid under pressure supplied fromthe said reservoir to effect operation of the power circuit controllingmeans and thereby to so reduce the reservoir pressure as to render thedoor engine ineffective to prevent manual opening of the door, and afluid pressure operated valve means normally subject to fluid underpressure and operative upon a reduction in the pressure of the fluid foreffecting an application of the brakes and for establishing acommunication through which fluid under pressure is supplied to operatethe said valve device.

10. In a safety car control equipment, the combination with a brakevalve device operable to eifectan application of the brakes, of a fluidpressure responsive device operable upon a reduction in fluid pressurefor effecting the operation of said brake valve device to cause anapplication of the brakes, a reservoir, a valve device for normallysupplying fluid under pressure to said reservoir and operated by fluidpressure for supplying fluid under pressure from said reservoir toeffect the sanding of the rails, and means operated upon movement ofsaid fluid pressure responsive device to effect the operation of saidbrake valve device for supplying fluid under pressure to said sandingcontrolling valve device.

11. In a fluid pressure brake equipment for a vehicle, the combinationwith a brake valve device manually movable to application position,biasing means for also moving said brake valve device to applicationposition, fluid pressure controlled means for rendering said biasingmeans normally ineifective, a fluid pressure actuated sanding device, asource of fluid supply for said sanding device, and a valve meansactuated by said biasing means for controlling the supply of fluid underpressure from said source to said sanding device.

12. In a fluid pressure brake equipment for a vehicle, the combinationwith a brake valve device manually movable to elfect an application ofthe brakes, of automatically operated means for moving said brake valvedevice. to effect an application of the brakes, a source of limitedfluid supply, a fluid pressure actuated power circuit controlling devicefor the vehicle adapted to be operated by fluid supplied thereto fromsaid source, valve means actuated as a result of the operation of saidautomatically operated means for controlling the limited supply of fluidfrom said source to said power circuit controlling device, and valvemeans controlled by movement of said power circuit controlling devicefor exhausting said limited supply of fluid.

13. In a fluid pressure brake equipment for a vehicle, the combinationwith a brake valve device manually movable to effect an application ofthe brakes, of automatically operated means for moving said brake valvedevice to effect an application of the brakes, a source of limited fluidsupply, a fluid pressure actuated means for sanding the rails adapted tobe operated so long as fluid under pressure is supplied thereto fromsaid source, means actuated as a result of the operation of saidautomatically operated means for controlling the limited supply of fluidunder pressure from said source to said sanding means, a power circuitcontrolling means actuated by fluid supplied from said source of supply,and valve means controlled by said power circuit controlling means forexhausting said limited supply of fluid.

14. In a fluid pressure brake equipment for a vehicle, the combinationwith a brake valve device manually movable to effect an application ofthe brakes, of automatically operated means for moving said brake valvedevice to effect an application of the brakes, a source of limited fluidsupply, a fluid pressure actuated door engine device operating on fluidunder pressure supplied from said source and adapted to be manuallyoperable when the pressure of the fluid acting thereon is reduced, apower circuit controlling device actuated by fluid under pressure fromsaid source of supply, a valve means controlled by said automaticallyoperated means for controlling the supply of fluid under pressure fromsaid source of supply to said power circuit controlling device, andvalve means controlled by the said power circuit controlling device forexhausting said limited supply of fluid for reducing the pressure offluid acting on said door engine device so as to render it manuallyoperable.

15. In a fluid pressure brake, the combination with a brake valve devicemovable to an application position and a release position, of a fluidpressure actuated means normally subject to fluid under pressure in therelease position thereof, said fluid pressure actuated means beingadapted, upon a reduction in pressure acting thereon, to move toapplication position for effecting movement of the brake valve device toapplication position, and a manually operable valve means forcontrolling the supply of fluid under pressure to said fluid pressureactuated means and movable by pressure applied by an operator to a fluidsupply position for supplying fluid under pressure to said fluidpressure actuated means and movable when the operator relieves saidvalve means of pressure to an application position for efiecting areduction in the pressure acting on said fluid pressure actuated devicefor efiecting actuation'thereof for moving the brake valve device toapplication position.

16. In a fluid pressure brake, the combination with a brake valve devicehaving an application position, a manually actuated means for moving thebrake valve device to effect an application of the brakes, yieldingmeans for moving the brake valve device to application position foreffectingan application of the brakes, fluid pressure actuated meansfor'holding the yielding means inoperative for moving the brake valvedevice, a manually operable valve means for controlling the supply offluid to said fluid pressure actuated means, and means actuated by thesaid manually actuated means for rendering the said yielding meansinoperative to effect movement of the brake valve device to applicationposition.

17. In a safety car control equipment, the combination with a fluidpressure brake system including a brake valve device movable toapplication position for efiecting an application of the brakes, of afluid pressure responsive device operable upon a variation in fluidpressure acting thereon for effecting movement of the brake valve deviceto application position, a fluid supply reservoir, a discharge conduit,a fluid pressure actuated valve device adapted when in one position tosupply fluid under pressure to the supply reservoir and when in anotherposition to cut oil the supply of fluid to the reservoir and to opencommunication from the reservoir to said discharge conduit, a fluidactuated sand box connected to said conduit through which fluid underpressure is exhausted from said reservoir for effecting a discharge ofsand, and a valve device operated by said fluid pressure responsivedevice when the latter is moved to application position to supplyactuating fluid to said fluid pressure actuated valve device to movesaid valve device to its second said position.

18. In a fluid pressure brake equipment for a vehicle, the combinationwith a brake valve device manually movable to effect an application ofthe brakes, of automatically operated means for moving said brake valvedevice to effect an application of the brakes, a source of limited fluidsupply, a fluid pressure actuated door engine device for the vehiclehaving a movable abutment normally subjected on one side to fluid underpressure supplied from said source for moving said abutment to oneoperative position, and adapted to be subjected on the opposite side tofluid under pressure also supplied from said source for moving saidabutment to another operative position, the said abutment being movablemanually when the fluid pressure acting on said abutment is reduced, afluid pressure actuated power circuit controlling device, a valve meansactuated as a result of the operation of said automatically operatedmeans for controlling the supply of fluid from said source to said powercircuit controlling device, and valve means in the said power circuitcontrolling device for venting the fluid supplied thereto from saidsource so that the pressure of fluid from said source is reduced forreducing the pressure of the fluid acting on said abutment for renderingsaid abutment manually operable.

DAVID W. LLOYD.

CERTIFICATE OF L'JORIRIEICIION Patent No. 2,071,752. February 25, 1937.

DAVID W, LLOYD.

It is hereby certified that the above numbered patent was erroneouslyissued to the inventor said "Lloyd Whereas said patent should have beenissued to The Westinghouse Air Brake Company, of Wilmerding,Pennsylvania, a corporation of Pennsylvania, as assignee of the entireinterest in said invention, as shown by the records of assignments inthis office; and that the said Letters Patent should be read with thiscorrection therein that the same may conform to the record of the casein the Patent Office. Signed and sealed this 6th day of April, A. D.1937.

Henry Van Arsdale (Seal) Acting Commissioner of Patents.

